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@wf/w MMM a? PETERS PnunMmogrnpmwA washington.' D4 CA UNITED STATES,

PATENT Orrrcs.

URI HASKIN, OF PIT'ISER-G, PENNSYLVANIA.

ROLLING-MILL.

SPECIFICATION forming part of Letters Patent No. 269,573, dated December 26, 1882.

Application filed May 22, 1882.

T 0 all whom it 'may concern:

Be it known that l, URI HASKIN, a citizen ofthe United States, residing at Pittsburg, in the county ot' Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Rolling Metals, and I do` hereby declare the following to be a full, clear,A and exact description thereof, reference being had to the-accompanying drawings, forming a part thereof, in which- Figure l on Sheet l indicates a front elevation of a set of vertical rolls mounted in sectional housings, which are constructed and ar-` ranged in such a manner as to allowthe upper sections to be swung open and shut upon their pivotal eonnectionwilh the lower section ofthe housings. These upper sections are provided with a hydraulic ram, connected to them by means of intermediate mechanism, adapted to remove the detachable cap-piece from the head of the housings and to replace itin position, and to impart a lateral swinging movement to the upper sections upon the lower. The housings arealso provided with balancing-weights,which are so arranged in relation to the upper sections of the housings as to cause them to swing back again into working position after being opened and the action ofthe ram and its connections upon them has ceased. Fig. 2 on Sheet 2 indicates a side elevation of the same. Fig. 3 on Sheet 3 indicates a front elevation ot a set of horizontal rolls mounted in sectional housings, which are separable at or .near a plane passing between the working-faces of the rolls, and the upper roll vis so arranged in relation tothe upper section that the former may participate in any vertical movement irnparted 'to the latter. Thetwo sections ot' the housings are provided with locking-clutches which engage in recessed portions of the lower housings, and arealso provided with a hydraulic ram, which operates the locking-clutches and throws them into and out of position to engage the lower section, and also removes and replaces the upper section. Fig. 4 on Sheet 4 indicates a side elevation ofthe same. Fig. 5 on Sheet 5 indicates a plan view of the horizontal-roll housings. Fig. 6 on Sheet 5 indicates a side elevation of the same, showing the locking-clutches released or their lower ends withdrawn from the rectangular slots formed in the upper part of the inner faces ot' (No model.)

| the lower section of the housing, and illustrates the mode of raising the upper from the lower section ofthe housing. Fig. 7 indicates a front elevation of the vertical rolls, their sectional housings, and hydraulic mechanism for swinging the upper sections when the latter have been swungopen on the pivots connecting them with the lower section of the housings. Fig. 8 on Sheet 7 indicates a side elevation ot a portion ot' a continuous rail-train, showing the arrangement of the series ofsect-ional housings and their' hydraulics arranged so that several sets ofrail-rolls may operate upon the metal at one and the same time.

Like letters ot' reference indicate like parts wherever they occur.

produce rails having sound solid flanges.

Heretofore it has beenimpossible to produce lrails with good solid iianges, free from cracks, unless a special quality of iron was put into the pile to form the finished flanges, and even in such cases, and where the greatest care and skill were used in rolling, it was frequently found that theiiangesof the rail-blank cracked during its reduction, and especially so during the last few passes of the rolling operation. The same difcultyhasalso existed in the manul'acture of steel rails, and has prevented the use of various grades of steel for such purpose. 1n investigating this matter I have observed that in the reduction of the bloom or pile into the rail the portion of the metal which forms the fiange loses its temperature much faster than that of the body ot the rail, in fact sometimes running out at almost a black heat while the head ot' the rail was red-hot, this fact being due to the great surface of the flange when compared with its transverse section, and of the comparatively small surface of the head in comparison with the heads unequally in any given time. This variation of temperature affords the basis for the ex: planation of the difficulty, because it is evident that when subjected to any given pressure the tendency ot' the metal to flow through the groove depends upon its degree ofheat, being great at a high and low at a low temperature. Therefore in such cases the metal in the head flows faster than is the tendency ot' the metal in the flange, and either causes its rupture or The object of my invention is to uniformly' cross-section, allowing them to lose their heat IOO leaves permanent rupturing strains in the rail. Another difficulty in the manufacture of rails byhthe ordinary rolling operation is that all the rail-termin g grooves are placed in the same set of rolls, and although some qualities ot' iron may be found to work comparatively well, others will crack in the ilange during the last few passes, because the draft there is too great or too little for such qualities, and in such cases the evil cannot be avoided without turningthe rolls to suit the particular quality ot' metal, bccause the draft of the entire set ot grooves must be adjusted at the same time.

degree of reduction at each pass maybe varied to suit different qualities ot' metal; secondly, to arrange a series of cogging and rail-reducing rolls in line and in close proximity with each other, so that several or all the sets may operate upon the metal at one and the same time and reduce the bloom or pile into a iinished rail before the temperature of the flange can be sensibly reduced below that of the head of the rail; thirdly, to either drive each sncceeding setof rolls at a little less rate ot' speed than the metal tends to flow out of the delivery side of the groove of the preceding set, or to adjust the successive sets by means ot the roll-tightening screws so that their rotary action is not quite sut''ciently fast to enable them to draw all the metal into their grooves as fast as it is' delivered by the preceding set,`

in which case, (as in the former,) each preceding set is compelled to assist the metal by shoving it at a little faster speed thangis its natural tendency to pass through the succeeding groove, the object being to avoid all drawingor pulling of the metal bet. een the different sets and to exert a back-pressurev upon the metal to overcome the tendency ot' the metal in the' head to tlow fast and drag the flange with it through the grooves, which, on account ofthe lower temperature and lower ductility of the metal there, causes the tractures or cracks in the tlauge.y

j l shall now describe my invention and the mechanism which I use in carrjing it into et'- fect more i'nlly, so that others skilled in the art to which it appertains may make and use the same.

In the drawings, A indicates the drivingshaft ot' one set of the vertical rolls.l This driving-shat'tis located beneath the mill-Hoor, and is suitably journaled in a set oi' pillowblot-ks, B B, which rest upon suitable ioundations, and extend back under and support the bed-plates B B,upon which the lower section, C, ot' the housings is mounted, and this sectii n C is bolted permanently to the bed-plates B' B', so as to be incapable of any movement, ,and is provided at the t'rontand back ofits sides with journal-boxes c c for the reception of the journals ot' the shafts or pivots c c', which con- 'anism. "vided at both ends with oscillating cranks c2 c2,

To the end, therefore, that all the precedingg` difficulties maybe avoided and a better, cheaperrail produced, I propose, first, to provide but, one pass to each set of rolls, in order that the?,v

or be attached thereto in any other suitable j manner, to cause the u pper sections to Swingin to and out ot' working position when the shafts are oscillated by means ot' their actuating mech- Each oi'l the shafts or pivots c' are prowhich are operated by means of' a set of crankrods, c3 c3, which are pivoted at their upper ends to the ends ot' the cross-heads c4 c4, which are perforated or provided with sleeves at theircenter to allow the lifting-rods d d of the h vdraulic rain D to pass through lwithout conlmunicating motion to them until the action of the lifting-rods d d elcvatcs the adjustable detachable housing-cap d clear ott of the head ofthe upper sections ofthe housings and forces Aits upper surface up against the lower surface of thecross-heads, when they participate in the vertical movement of the lifting-rods and impartan upward movement to the crank-rods, which, by actuating` the cranks and housingpivots, then cause the sections to swing open into the Vposition shown in Fig. 7. The adjustable detachable housing-cap is attached to the lifting-rods d d, so as to become elevated as soon as any movement is imparted to theln by the action ot' the hydraulic ram, and it is formed of a castiron rectangular box, open at the bottom, and the front, back, top, and one sidecast in a solid piece, and the remainingside is formed ot' an iron plate hinged or pivoted to the top ot' the open side ofthe box, so that the lower part of the plate may be adjusted inwardly to take up any slack between the sections ofthe head of the housings.

E-indicates a wrought-iron band (which with the housing-cap is shown in section, or with the front portion removed to show the face ot' the head of the upper housings or sections) surrounding the housing-cap, and is provided with a suitable adjusting-screw, e, to force the breaker c against the lower part of the adj ust-able iron plate d2 or adjustable side of the housing-cap, the object being to allow the cap to be tightened upto lit the housings-head and to remove the strain from the cap to the band during the rolling operation, the breaker being used to prevent any serious strain from coming upon the mechanism by giving away or breaking to relieve the pressure upon the metal.

' The driving-shaft A is provided with a set ot' beveled-gear wheels, a a, which mesh into and communicate motion to the beveled-gear wheels a' a', mounted on thelower ends of the vertical spindles, which drive the lower sections, F F, ot the coupling-clutches, and these vertical driving-spindles are mounted or have their bearings in the vertical sleeve-boxes a2 a?, which are let down into the lower section IOO ot the housings, and may be adjusted into position to adapt the spindles for driving the clutches for varying sizes of rolls by means of the adjusting-screws a3 a3 and a* af* a4 at F and F' indicate the upper sections ofthe coupling-clutches, which are keyed securely onto the lower ends of the spindles of the rolls, and both the upper and the lower sections ot' the couplingclutches are provided with ratchet-teeth inclining at a sufticient angle in the direction in which the upper sections ot' the housings are to swing as to allow aready connection and disconnection ot' the clutch-sections during that operation.

Gr G G Gr indicate adjusting'screws for imparting lateral adjustment to the vertical rolls. H and H indicate the roll-guides, which are vertically adjustable by means otl the adjusting-screws 7L h, which operate in threaded bearings in brackets on the front ot' the upper housings-sections, and operate against the lower sides of the guides, and the guides are adjusted laterally by means of the lateral adjusting-screws lL h;

d3 indicates the inlet and outlet wat-erpipe of' the hydraulic ram,and dL and d5 indicate the inlet and outlet valves, respectively.

J J indicate a set ofrweights, which are suspended below the mill-Hoor by means of chains attached to the ends ot' the cranks ot' the pivots otl the upper sections ofthe housings. The object of this arrangement is to have a sufficient counter-wcightconnected with the upper sections to compel them to swing again back into position when they have been opened and the action ot' this opening mechanism upon them has ceased.

In Figs. 3, 4, and 6, where a set of horizontal rollsrmounted in sectional housings are which are pvoted at their centers in recesses in the inner faces ofthe upper sections ofthe housings, and are attached at their upper ends to the lifting-rods ot'the hydraulic. rlhe lower portions ot' these locking clutches M and M are provided with lateral projections m m, adapted to engage in rectangular slots formed in thc inner faces ot' the lower section of the housings, in order to lock the sections during rolling and to release them when it is desired to elevate the top roll and housings section. The housings are also providedl wlth a similar set of locking-clutches, attached at their rear and operated by another set ot'lifting-rods attached to the hydraulic.

N indicates the top guide, u indicates its vertical adjusting guide-rod, and a indicates a'screw for adjusting it to and from the face of the upper roll.

M' indicates the bottom guide, and a2 the lower guideadjusting screw.

O indicates thc driving-spindle of the lower roll, and I) P indicate the gearing for the transmission ot motion from the lower to the :upper roll.

S indicates a steel spring inserted between the upper and lower journal-boxes at each end ofthe housings, and serves to maintain the top roll up oi't' ot' the lower when the metal is not between Atheir faces, the. object being to avoid .the shock, jar, and strain to which the nicchanism would be subjected itl the top roll were allowed to drop after the passage ot' the metal.

T and T indicate the tightening or roll-adjustingscrews,and t t indicate breakers, which are inserted between the top journal-boxes and Y the lower ends otthese screws.

v v indicate tightening screws, which work in threaded bearings sunk in the sides or ends otl the upper sections ot' the housings. The object for which these screws are used is to provide means for forcing the topjournal-boxes against the ends of the top roll until the t'riction and pressure ofthe screws against the inner sides ofthe flanges ot the boxes are sutcient to retain the roll and boxes in position in the upper section ofthe housings during the removal of one section from the other.

In the arrangement ot' a continuous train for rolling operation the arrangementwill depend somewhat upon the size ot' the bloom, the degree of reduction to be effected at each. pass, and upon the size ot' the rail to be produced. For rolling seven inch billets it will be about as follows: first set ot' rolls, horizontal; second, vertical; third and fourth, horizontal; tit'th, vertical; sixth, horizontal; seventh, vertical; eighth, horizontal; ninth, horizontal; tenth, vertical; eleventh, twelfth, and thirteenth, horizontal. vThe grooves in the first `ve Sets of rolls correspond with those in the ordinary cogging-mill, and reduce the bloom Y into the proper size billet or rail-blank to enter the rail-forming rolls proper, which in the above arrangement would commence at the sixth set, and the remainder ot' the rolls are provided with a t'orm ot' groove to correspond with the form ot' groove used for corresponding grooves in an ordinary set ot' rail-rolls, so that the train may be adapted to reduce the bloom or'pile into a tinished rail at a single IUO rolling rails from blooms at a single heat and vIIS . come upon them.

It Y 269.573

horizontal and vertical rolls will vary somewhat, and therefore I do not intendto restrict myself to any particular arrangement of horizontals and verticals, or to any particular form or number of sets ot rail-rolls, as long as they are so arranged as to reduce the bloom or pile into the rail before the flanges can be cooled down to a point where breaking strains can In the arrangement of the rail-rolls proper from the sixth p air to the last in the train the tongned and grooved horizontal rolls are reversed in each succeeding pair of horizontal-roll housingsthat isto say, the grooved rolls will be in the lower section of the sixth set of housings and in the uppersection ot' the next set of horizontal-roll housings,

and alternate in like manner from the lower to the upper sections in the succeeding horizontal housings ot' the trainthe object of this arrangement being to cause the iin (which forms up against the edges of the tongue) to pass into and be rolled down in the bottom of the groove ot' the next setot1 horizontals. The continuous rail-train should be adjusted so that the surface speed of each successive set ot' rolls should be siightly less than that of the metal as it emerges i'iom the delivery side of the preceding set--that is to say, assuming the red notion to be equal at each pass to twenty per cent. ofthe transverse area of the metal operated upon, the metal would deliver twenty per cent. faster than it would enter each or any one set ot' rolls. Now, in ordinary practice it has been usual to provide an increase of twenty per cent. in speed for each successive set over its preceding sets where such a degree of reduction took place, in order that anyset could draw in the metal at as fast a late as it was delivered by the setirnmedi'ately preceding; but in the present ease I propose to provide, say, from one halt' to one and one-haltper cent. less than the total speed required to draw the metal in as fast as delivered by the preceding se't, or to construct the train with the usualallowanceforthe increased speed ofeach successive set, and then adjust the rolls of each successive sets by' means ot' their tightening-screws, so that the metal may be delivered a little faster by each preceding set than it can be drawn into the succeeding set, the resultin either case being that the action of each preceding set helps to shove the metal through its succeeding set, and by jamming or upsetting it between each set not only relieves it from all strain by the rolls upon 'the ange, butthe buck-pressure holds the rolls may operate upon the metal at one and the same time. For bar iron and steel the train may consist of alternate sets of horizontal and vertical rolls, if desired, the grooved and tongued rolls alternating from the bottom to the top sectionsof the horizontal-roll housings, as bel'ore described, and alternatingtrom one sido to the other in the vertical sectional roll-housings, so as to bring the tin formed by the collar ot one set of horizontals into the bottom of the groove of the next set of horizontal rolls, and to bring` the n formed by the collar ot' one set of verticals down into the bottom of the groove ot' the next set of vertical rolls; but in cases where it is desired to make use of' the mechanism for rolling rails where the verticals are only used-as edging or d ummy or swabbingrolls`the grooved rolls otA the vertical-roll housings are not alternated from one side or housing-section to the opposite, as in the case last mentioned.

In the operation ot' my improvement, the train being arranged as before described, and having the rolls adjusted to reduce the metal to the proper degree to give a slight backpressure upon the metal in its passage from the preceding to the succeeding sets, a properly-heated pile or bloom is inserted within the groove ofthe iirst set, passes through and is rolled down by the tirst tive sets into the, form of billet or rail-blank produced by the ordina ry cogging-mill, and the blank then enters the sixth set and passes rapidly through the remaining sets, coming out in the form and section of rail desired, freet'rom cracks in the auges and the permanent rupturing strains so often let't in the product ot'. the ordinary railrolling operation. Thenever the metal becomes clogged and jammed in its passage through the train, or whenever it is desired to remove the upper rolls and sections ot` the housings ot' the horizontals, the inletevalves ot' the hydraulics (or other lifts operated byiluidpressure) are` opened and the plungers are forced up, imparting a vertical movement to the lit'ting-rods. This vertical movement of the lifting-rodsswings the upper portions ofthe locking-clutches outward toward the sides ot' the housings, causinga reverse motion of their lower ends, and withdrawing them from the rectangular slots formed in the upper part ot' the inner faces of the lower sections ot' the housings. As soon as the upper portions of the clutches swing until they are in line with the lifting-rods the full strain comes directly upon the pivots ofthe clutches, and the upper sections ot' the housings are gradually elevated until they are removed to the height desired.

The operation ofthe verticals is as follows: The adj listing-screws @are turned by hand to relieve the pressure ofthe side ofthe housingscaps upon the heads of the upper sections. rlhe inlet-valves of the hydraulics (or other suitable lifts which maybe employed) are opened, and the plungers impart a direct upward movement to the lifting-rods, which, be-

IIO

ing attached to the housing-caps, raise them until. they clear the heads of the housings, at which point the tops of the caps are forced against the cross-heads to which the crankrods are attached, and byimparting a vertical movement to the upper ends of the crank-rods turn the cranks and swing the upper sections open upon the lower housing-section. In readjusting the horizontals into position it is merely necessary to close the inlet and open the outlet valves ot' the hydraulics, when the weight of the plunger and the upper housings will cause the latter to settle down into position, and the weight of the plungers will then torce the lower ends of the picking-clutches into the rectangular slots in the inner faces of the lower sections ofthe housings, and thereby lock both the upper and lower sections together. In readjusting the verticals into position it is merely necessary to ciose the inlet and open the outlet valves of the lifts, when the weights attached to the cranks ot' the pivots will draw the upper sections of the housings again into position, and the plungers, descending, then cause the litting-rods to force the housing-caps in position upon the heads.

ofthe housings.

The chief advantages of my invention are, first, blooms and piles are reduced into rails so rapidly7 that there is little or no perceptible difference between the temperature of the ange and head during the rolling operation; consequently perfect lianges can be produced; secondly, the web and iiange of the rail may be altered, if desired, so as to more perfectly meet the conditions of the beam, as they can be rolled without cracking; third, the flanges may be made thinner, wider, and may be rolled without leaving permanent rupturing strains in the rail, as has heretofore happened from the ordinary inode of rolling, (see Holly on Rail-Patterns, page 868, vol. 9,Transac tions ofAmerican Mining Engineers;) fourth, qualities ofiron and steel may be used that could not stand the ordinary rolling operation; fifth, the tendency of any shape of iron and steel to Ycrack upon the edges-the portions which. cool soonest-may be overcome; sixth, the rolls may be adjusted to give any desired degree of reduction at each pass that may be necessary in working different qualities of metal, whereas such an adjustment cannot be effected in the use of the ordinary method; seventh, the entire seto' rail-rolls may be removed from the train and others inserted in their place in thirty minutes, whereas it requires at least two hours and one-half to change a set of ordinary rolls; eighth, the production is largely increased; ninth, all portions ofthe machinery are easily got at for removal, replacement, or repairs; tenth, better rails at a less cost are produced. Having described my invention, what l claim, and desire to secure by Letters Patent, 1s-

' ll. The mode herein described for preventing flanges from cracking d urin g the reduction of the pile, bloom, or billet into the finished bar, which consists in arranging a series of ,sets of rail-rolls in close proximity to and in line with each other, sothat several or all the sets may operate upon the metal at one and the same time, and then adjusting each set so as to throw la back-pressure of the metal upon the delivery side of the groove ot' the preceding` set, substantially as and for the purpose herein set forth.

2. A continuous rail-train composed of a series of sets of rail-rolls journaled in and carsists in adjusting the succeeding set or sets ot' rolls to reduce the metal to a sudicient degree at each pass or any pass to cause each set to deliver the metal a little faster than the succeeding set tends to receive it, whereby the metal is slightly upset7 during its passage from the delivery side of the preceding set to the entrance ot' the groove'in the succeeding set or sets, substantially as and for the purpose herein set forth.

4. The method herein described for preventing the metal from cracking or tearing along its i'langes or edges during its passage through a continuous mill, which consists in driving each successive set from the rst at a little less rate of surface speed than that of the metal as it emerges from the delivery side of the preceding set of rolls, whereby tearing strains upon it are avoided, substantially as and for the purpose herein set forth.

5. Housings for a set ot' vertical rolls, composed of two upper and a lower section pivoted together in such a manner as to allow the upper sections to swing separately and in opposite directions into andoutof working position by means of their' pivotal connection with the lower,`constructed and arranged substantially as speciled. e

b. Housings for a pair of vertical rolls, composed of two upper vertical sections pivoted to a lower section and each carrying a vertical roll so arranged in relation to the upper sections as to participate in any motion imparted to the latter, substantially as and for the purpose herein set forthn:

7. Housings for a set of vertical rolls, composed of two upper vertical sections, each pivoted to a lower housing-section, and provided with suitable actuating mechanism to limpart a swinging lateral movement to the upper sections upon the lower, constructed and arranged substantiall-yas and for the purpose herein set forth.

8. Housings for a set of vertical rolls, composed of two upper vertical sections, each pivot- IOO ed to a lower sectiomin order thatthe upper seetions mayswingupon thelowersection, and provided with counter balances or weights, which are so arranged in reation to the upper sections as to cause the latter to swing back into position after having been opened, substantially as and for the purpose herein specified.

9. Vertical-roll housings com posed of two uppersections,each pivoted to a lower section and provided with an adjustable detachable housing-cap,in combination with suitable mechanism t'or removing and replacing the cap and swinging the upper sections into and out ot' Working position, constructed and arranged to operate substantially as and for the purpose herein set forth.

10. Vertical-roll housings having two upper vertical sections,each pivoted to and arranged to swing upon a lower section,which is provided wit-l1 suitable driving-gear to actuate the rolls, the rolls and upper sections of the coupling-clutches being so arranged in relation to the upper sections of the housings as to allow them to participate in any move-` ment imparted to the latter, constructed and arranged to operate substantially as and for the purpose herein set forth.

herein set forth.

12. Sectional housingsy for horizontal rolls, separable at or near a plane passing between the working-faces ot' the rolls, and provided with locking-clutches,incombination withahydraulic or equivalent lifting device, and intermediate connecting mechanism t0 adjust the locking-clutches into and outof position and to remove and replace the upper sections ot' the housings, constructed and arranged substantially as and for the purpose herein specified.

URI H-ASKIN.

` W'itnesses:

.ToHN S. KENNEDY, FRANK M. REEsE. 

